Burner



Aug." 3 1926. 1,594,679

j N. w. LYON BURNER Filed Sept. 7, 1923 4 Sheets-Sheet 2 .INVENTOR Ma -W ATTORNEY BURN Filed Sept. '7, 1923 4 Sheet s 5 NVE'NT BYW M 'ORNEY Aug; 3 192 1,594,679

\ INVENTOR 1 ATTOR NEYS Patented Aug. 3, 1926.

warren srAr-Es PATENT oeeice.

NORMAN VI. LYON, 0F SPRINGFIELD, MASfiQAGj-HUSETIS, EASSIGLN'O-B EH10 EDWARD ',0-'

SET-TON, .015 SPRINGFIELD, MASSACHUSETTS.

nnsenn-B.

Application filed September 7, 1923. Serial No. 661,518.

This invention relates generally to improvement-sin burners and, while the invention, according to many of its features, is capable ofgeneral application, it finds one advantageous use in connection with burners intended for house old use.

Furnaces, ill Which oil, or other liquid fueluislburned, are usually provided with a pump to feed the oil, a blower to force in air, an electric motor to operate the pump and blower and apilot light, usually a gas flame, to ignite the fuel. Installations of this type require, in addition to the essential oil piping, gas;piping.for the pilotlight and electric wiring for the electric motor. Thereis thusan undesirabledependence on the public service companies, which supply the gas and electricity, and a failure of eitherinterupts the operation oft-he furnace.

7 Moreover, due to the use of gas and 'electricity there are many checks and safeguards which are required by the underwriters to be used in connection with-suchinstallations and these tend to complicate the apparatus anduadd to the cost thereof. Installations of the type described are relatively expensive.

One object ofthis inventionis toprovicle a-comparatively simple installation for the purpose described'which isfar less expensive thanthe usual one, as a-bove set forth, and which eliminates the electrical andgasconnections and'the undesirable dependence on the supply of. gas and electricity.

More particularly, the invention contemplates the provision of an internal combustion engine for driving air and fuel forcing devices and an arrangement, whereby the engine operates from part of the fue-landair supplied'tothe furnace.

Itis also object-of tllSzlllr'eIltlC'll toprovide means whereby the exhaust of theengine serves to ignite the fuel issuing :from the burner.

Another-object of the invention is-to provide an arrangement for a heatexchange-be tween'the engine andtheair supplieditothe furnace, whereby vthe engine may be cooled, and the air preheated prior to its .mixture \viththe fuel.

According to the features of thezinvention, as above set forth, the installationlislsuch' as to require no gas piping-or electric wiring and there is dependence on a supply of :fuel only. Also no valves arenecessany the oil and'gasli'nes and no switches in the electrical connections, as is usual in installations of the'type first aboveset forth. On cranking Zthekengi'ne, the supply ofair and oil automatically starts and on stopping the engine, the supplyJof theseelements automatically stops. The engine requires no special ignition devices andfthe pilot flamegbeing the exhaustfl'ame from the engine, is automatically extingu' ed when the engine stops and thus ofliers no lirehazard.

Other objects and advantages will appear in the following description and in the illustrative embodiment of the invention in the accompanying drawings, in which,-

'Fig. 1 is a sectional elevational View of an internal combustion engine embodying the invention and also showing parts associated therewith for use in connection with furnace installations v Fig. 2 is a crosssectionalview of the engine taken longitudinally through its cylinder;

Fig. 3 is an end elevational view illustrative oflthe fuel forcing means j Figs. 4 and 5 are cross sectional views taken on thelines 4-4: and 5+5, respectively of Fig. 1; .Fig. is a diagrammatical view illustrative ofthe fuel supply connections; and

Fig. 7 is a fragmentary sectional p'lanv view'taken on .the.line';7'7 of Fig.1.

Referring to these drawingsg-ethe engine is of the single cylinder, two-cycle type and isentirely enclosedwithin acasing A (Fig; 1 which is of generally cylindrical shape andli-s centrally divided. interniediateits ends into twoparts'lO and 1;]. "Iheseparts .pre.f erab'ly interfihas at .12, and are suitably se cured :together, as by bolts l3 (Fig. The casing sections 10 and L1. are provided withaligned'openings.1-5 to receive andsupport the' eginelparts within the casing Aand the latteris provided with removable plugs 16 and 17 to permit, respectively, the filling and draininglofoil. The casing is otherwise cntirely'closed and it isintended to be filled with oil, whereby all movingparts ofthe enginenray be automatically lubricated, ,in a inannerto be described.

, lvlountedin each opening 15, and: suitably fixed to casing A, is asleeve 20, and fixed to'each sleeve, aslby-being formed integrally therewith, as illustrated, or otherwise,..are two; eccentricsjZl v and :22, which are t disposed rotatably receive members which carry the piston of the engine and the eccentrics 22 rotatably receive members WlllCll carry the cylinder of the engine.

The driven member of thefengine consists ofa hollow shaft 23 rotatably mountednear its ends in the sleeves 15, already described. This hollow shaft is flanged, as at 24, near each of its bearings and the flanged portions coact'wi'th the end faces of the adjacent eccentrics 22 to limit the end play of the shaft. Intermediate its ends, the shaft is enlarged and formed to provide a cylinder 25 which is closed at one end by an integral head 26 and which is open at the opposite end to slidably receive an engine cylinder 27.

The relative reciprocating movement of cylinders 25 and 27, as will later appear in detail, is made to control theadn ission of air and fuel to the engine cylinder 27. Air is supplied into the left hand end of the hollow shaft 23 (as viewed in Fig. 1) and fuel is supplied through a pipe 28, which is secured to the cylinder 25 and extends outwardly through shaft 23 in' spaced concentrical relation therewith. An annular recess 29 is formed in the interior wall of cylinder 25 to receive the fuel from pipe 28 and leading from this recess is a second pipe 30 which is secured to cylinder. 25 and ex-- tends outwardly therefrom through right hand portion of shaft 23 (as viewed in Fig. 1) in axial alignment with pipe 28. The interior of the right hand portion of shaft 23 is connected to the left hand portion thereof bvv a cored iassa 'e 3']. which encompassses cylinder 25 and forms a cooling jacket therefor, as will appear.

The cylinder 27'is closed at one end by an integral head 32 and atthe opposite end, which is flanged, as at 33," by a removable head 84 which overlies the flange. A me1nber has a circular opening to closely fit the outer wall of cylinder 27 and this'opening iscounterbored toireceive the flange 33 and head 34 and the head, flange and member 35 are suitably secured together, as by bolts 36 (Fig.7) The me1nber35. at diametrically opposite points, is provided with trunnions 37 which arepivotally received in ring-dike members 38, located on opposite sides of cylinder 27. The members 38 are interconnected at angularly spaced points by spacers 39 to which the members are attached by cap screws 40. The members 38 are rotatably mounted onlthe' eccentr'i'cs'22.

The. piston is shown at 41 and it is rigidly attached by a cap screw 42 to a pistonrod 43. The piston is otherwise of conventional form and is supplied with suitable rings, indicated at 44, The piston rod is slidably received in head 34; passes therethrough; and at its outer end is enlarged, as at 46, to provide for the reception of a pin 45 disposed with its axis transverse to that'of the rod; The ends of pin 45 project beyond said enlarged portion and are shouldered down to form trunnions 47 which are re" ceived one in each of two ring frame members 48. The latter are rotatably mounted on the eccentrics 21, one on each, and extend toward one-another into abutting relation and are joined together, as by bolts 49. Various openings, such as 50, are however provided in the members 48 so that oil can freely enter therein from casing A.

As usual in two cycle engines, provision is made for admitting airbeneath the pistons, or more properly in this case, to that space incylinder 27 opposite'from the combustion chamber, and the cylinder 27 closed by the head 34f'or this purpose, justas the crank case of an ordinary two cycle engine is closed. To accomplish this object a port 5l is provided in the wall of. cylinder 25 to connect with the interior of shaft 23and a port 52 is provided on the wall of cylinder 27 in such position as to register with port 51 when, as illustrated, the piston and cylinder 27 are in firing relation. On firing, which is accomplished by high compression, and theheat generated thereby, the piston 41' and cylinder 27 move in opposite direction's'and the port 52 is soon covered by the piston and ports 51 and 52 soon moved out of registry to cut off the air supply and ill low the air drawn in on'the previous stroke to be compressed. I

For transferring the air thus compressed into the combustion chamber at the opposite end of cylinder 27, a series of grooves 53 2) are formed in the walls of cylinder 27, which grooves extend from head 34 part way toward the opposite end ofthe cylinder and sufliciently farso that the extremities will communicate with the combustion chamber near the end of the firing stroke.

For exhausting orv scavenging, aport 54 is formed in cylinder 27 which is adapted at the proper time to communicate on one side with the combustion chamber and on the other side with a port 55 formed in the wall of cylinder 27 and communicating with the'a'ir passage 31 On the explosion stroke, as the cylinder 27 and piston move in opposite'directions, the port 54 will, near the end of s'uch stroke move into registry with port 55 and will be uncovered by the piston so as to communicate with the combustion chamber: The scavcnging, as usual, is aided by the inrushing of compressed air which occurs at "substantially the same time. Shortly after the start of the compression stroke, the ports 54 and 55 will move out of registration.

The fuel, which may be crude oil or other combustible substance, is, as described, supplied to the annular passage 29. Measured charges of the fuel are taken from this recess during the firing stroke and later, near the end of the compression stroke, atomized by compressed air and injected therewith into the combustion chamber. To this end a recess 56 (Fig. 2) is formed in the outerpcriphery of cylinder 27 and this recess is connected by a small orifice 57 with the interior of the cylinder. the cylinder will move so that recess 56 is carried toward and finally into communication with passage 29 and the recess'will be filled with a. measured volume of fuel. At the same time, the orifice will be closed by the piston, which has moved in an opposite direction to the cylinder. As the cylinder 2" and piston move toward one another on the compression stroke, the recess 56 will be carried into registry with a. passage 58 formed in member and the orifice 57 will be brought into registry with an inclined passage 59 formed in. piston 41 and leading to a circumferential groove in the described cap screw 42. Communicating with roove '60 and leading from the latter to the iead, of the piston, are a series of longitudina-l grooves 61 formed in the periphery of the cap screw 42, whereby communication between the combustion chamber and passage 59 is established. The passage 58 is supplied with air under pressure, as will be described, and when this passage, communicates with recess 56 and passage 59 communicates with orifice 57, the measured charge of fuel in recess 56 will be mingled with the compressed air from passage 58 and injected at high velocity into the combustion chamber. The passage of the oil in this manner and through the small orifice 57 and the grooves 60 and 61 insures a breaking up of the fuel and an adequate atomizing of the latter.

The passage 58, described, intersects with a passage 63, which terminates in a chamber G l. A port 65 connects this chamber to the interior of cylinder 25 at a point adjacent to head 26 and beyond the range of travel of cylinder 27. A spring pressed ball check valve 66 controls the communication between the cylinder 25 and chamber 64: and permits air to enter to the latter from the former but prevents return flow. Air is supplied to the clearance space of cylinder 25 by a port 67 which connects such space with the interior of shaft 23, when the cylinder 27 occupies the illustrated position. The cylinder 27 functions as a piston in cylinder 25 and air, admitted to the clearance space of the latter through port 67, is compressed and forced past check valve 66 into the passages 63 and 58 and chamber 64, thus filling the latter witn air under a considerable pressure, for use in the manner heretofore described. The cylinder 27 on its return stroke creates On the firing stroke,

a partial vacuum in the clearance space of cylinder 25, whereby to draw in a fresh charge of an, when such space is again placed in communication with the interior of shaft 23, which occurs when the cylinder 27 occupies the illustrated position.

Connected with the shaft 23 is a suitable fly-wheel, or the equivalent thereof,,and in the present case ahand wheel 69 serves this purpose and is also used as a means for starting the engine. The wheel 69, as illustrated, is attached by cap screws 70 to a fan rotor 71, having blades 72,-such rotor being socured to shaft 23, as indicated. The fan rotor is not necessarily essential so far as the engine itself is concerned, although it may be used to advantage therewith. The fan, however, is needed where the engine is used in connection with oil burning furnaces as will later appear.

On turning the hand wheel 69, cylinder being a part of siiaft 23, rotates and thus turns cylinder 27, which causes carrier 88 to revolve around eccentrics 22 and thus about an axis parallel, but spaced from shaft 23,-the cylinders and 27 having relative axial f .dom for this purpose. Similarly, the c ind .r 27 in revolving turns piston rod 43 with it, thereby causing carriers 48 to revolve around eccentrics 21, and thus about an axis which is spaced from both the axis of eccentrics 22 and the axis of shaft 23 but which is parallel therewith, The piston rod l3 and cylinder 2?.have relative axial freedom to permit this rotation and the trunnions a? and 37 permit-such slight rocking movements as are necessary during the n'iovelnents described. turning the hand wheel 69, as described, the engine parts are reciprocated and charges of air and atomized fuel are drawn: into the combustion chamber and, being highly compressed, the charges are ignited from the heat of the compression. The explosion tends to move cylinder 2'? and rod 43 in opposite directions, and except when the parts are in the illustrated position wherein a dead CGl'lt'Ql' condition occurs, the relative axial movements of these parts move oheir respective carriers around their respective eccentrics and the cylinder 27, when thus rotated, causes cylinder25 and thus shaft to revolve.

In order to adapt the engine for use in connection withoil burning furnaces, the

pipe 30 and the right hand portion of the hollow shaft 23 are used to supply the oil and air respectively, and the ends of both are adapted for insertion in an opening in the furnace. The pipe 30 is provided with a cap 73 having a plurality of angularly spaced orifices 74L to emit the oil in a plurality of jets at right angles to the direction of the air travelling through hollow shaft 23 and thereby securea good atomization of the fuel. Encompassing the end of shaft plied to shaft 23 is suflicient I needs of the engine and the furnace ad. in

hollow shaft 85 which connects with 30' 23 is a ring like member 7 5 of frusto conical shape. Ignition of the fuel issuing from orifices 7a is effected without theaid of any special ignition means, such as the usual pilot light, by the flame issuing from the exhaust of the engine into shaft 23.

The fan rotor 71 is mounted n a'suitablc two part casing consisting' of two members 75 and 76 suitably secured together as by bolts '77 and the casing member 7 5 prefer ably is provided with staionary vancs'TS to prevent the air from swirling. The air enters at'79 and is expelled into the open left hand end of the hollow shaft 23. As shown, the volume of air designed to l e supto suppl the case the furnace is not used, the fan, if used, as it may be, would be made much smaller as it would then have to supply only the engine.

The fan casing is stationarily supported together with casing A from a suitable bed plate 80 whichhas upstanding f anges 81 to which the casings are securec as by bolts 82.

The fuel is delivered to pipe 28 by a gear pump comprisin intermeshing spur gears 83 and 84s, the former havin an integral pipe 28 and is rotated "hereby, both being fixed to a coupling 86. The gears 83 and t rotate in a suitable recess formed in a member 87,

which is secured, as by cap screw s88, to an end face of casing 75, and the latter serves as one wall of the gear'pump chamber. The shaft 85, and the shaft 89 for gear 8-1, are supported at their ends in the member 87 and the adjacent wall of easing 7 5. Fuel is supplied by a pipe 90 (Fig. 6) from a reservoir 91, to an inlet passage 92 3) in member 87. The fuel drawn into this pas sage 92 by suction is expelled by the gears 83aud 8% into a similar passage 93, also formed in member 87. Connected with passage 93 is a discharge pipe 9e (Fig. 6) which leads back to the fuel reservoir 9 and has interposed therein, a suitable relief valve 95, which permits oil to be forced into reservoir 91 after the pump has built up a pre determined pressure. The passage 93'also connects with an opening 96 in the'casiug '75 and the opening 96 is connected by a cor-ed passage 9? to an opening 98, also in casing T5 (see Fig.5). The opening 98, as shown in 1. is connected to a chamber 99 iir member '87 and a passage 100 leads from this chamber to shaft 85. such passage being controlled, as by a needle valve 101, which may be operated in any suitable manner, as then inostatically for example. Thus, oil may be continuously supplied at a predetermined, pressure to the engine and the nozzle 73 of the furnace. r

The operation will largely appear from and air automatically stops and the furnaceflame soon becomes extinguished. When. the Q; ne is again started, the fuel and air are automatically supplied to the engine and furnace without operating any valves and the ignition of atomized fuel for both engine and furnace is automatically accomplished without special ignition devices, suchas those of an electrical character for the engrins. The installation isthus an extremely .imple one and relatively inexpensive, es-

pecially so, since the usual gas piping and electric wiring are eliminated together with thernany checks and safeguards required in the usual furnace installation. Dependence on gas and electricity, either of which may fail. tGlllPOIfllllYttt least, is entirely avoided and a simple, reliable and comparatively inexpensive installation is provided, which performs all the workv of the more complicated and expensive installations and is substantially fool proof and safe. All that is necessary is tocrank the eng ne and the rest is automatic.

It should be particularly noted that the air and the fuel for that matter, are heated prior to deliveryto the furnace by their passage around the engine and thereby placed 1n condition for a more satisfactory atom1- zation than would otherwise be the case.

Also the engine iscooled at the same time and a heat exchange is effected to the ad-. vantage ofboththe engine and furnace. Air for cooling the engine is not only admitted below the piston but also above it and the head 32 of cylinder27. thereby effectively cooling the engine parts and heating the. air subsequently supplied to the engine. As to the engine, apart from its use in connection with furnaces, there are many important and distinctive features which should be noted. All the rotary parts of the engine are balanced as far. as their axes of rotation are concerned. The'cylin'der 25 is balanced around its axis of rotation, being that of shaft .43- The cylinder 27 and connected parts are likewise balanced about an axis passing through the center of eccentrics 22 and finally, the piston, its rod and connected parts are balanced about an' axispassing through the centers of eccentrics 21. All

moving parts are automatically lubricated from the supply of lubricantcontained in casing l- The use in a two cycle engine of means for measuring out a predetermined charge of fuel by taking a delinite volume at a definite pressure on each stroke of the engine and later injecting such charge by heated air, previously compressed to a high degree, is considered an important feature. Also the ordinary two cycle engine seldom gets full volume of air in the crank case and the compression cannot be maintained readily at as high degree as is desired here. A full sup- )l is insured in the resent case b the arrangement for forcing it by the fan into the cylinder 27 below the piston, as distinguished from merely relying on suction, and by the secondary supply of air supplied above the head 32 of edinder 27. This secondary supply of air is heated and compressed prior to its injection into the combustion chamber and serves also to atomi'ze and inject the measured charge of fuel as above set forth.

The invention has been disclosed herein, in an embodiment at present preferred, for illustrative purposes, but the scope of the invention is defined by the appended claims rather than by the foregoing description.

What I claim is I. In combination, an internal combustion engine, and fuel and air supply conduits having connections therewith and extending therebeyond, said engine having a connection through which its exhaust is delivered to ignite the fuel emitted from said fuel con duit.

2. In combination, a fuel conduit, an air conduit, means for forcing fuel and air through their respective conduits, an engine for driving said means and operating from a part of the fuel and air forced through said conduits, and means whereby the exhaust of the engine is delivered to ignite the fuel emitted from said conduit.

3, In combination, a high compression internal combustion engine of the type wherein the charge is ignited by the heat of compression, an oil burner conduit, an air conduit in connection therewith, fuel and air forcing devices driven by said engine, connections whereby a part of the oil and air is supplied to said engine for operating the same, and connections whereby the exhaust of the engine is so delivered and directed as to ignite the fuel emitted from said first named conduit.

4. In combination, a high compression internal combustion engine of the type wherein the charge is ignited by the heat of compression, an oil burner conduit, an air conduit in connection therewith, an air forcing device driven by said engine, connections whereby a part of the oil and air is supplied to sald engine for operating the same, and

connections whereby the exhaust of the engine is so delivered and directed as to ignite the fuel emitted from said first named conduit.

5. In combination, a high compression in ternal combustion engine of the type where- I 111 the charge is ignited by the heat of com-- pression, an oil burner conduit, an air conduit in connection therewith, an oil, forcing device driven by said engine, connections whereby a part of the oil and air is supplied to said engine for operating the same, and connections whereby the exhaust of the engine is so delivered and directed as to ignite the fuel emitted from said first named. conduit. V

6. In combination, a high compression internal combustion engine f the type wherein the charge is ignited by the heat of compression, an oil burner conduit, an air conduit in connection therewith, connections whereby a part of the oil and air is supplied to said engine for operating the same, and connections whereby the exhaust of the engine is so delivered and directed as to ignite the fuel emitted from said first named conduit.

7. In combination, a high compression internal combustion engine ofthe type where-- in the charge is ignited by the heat of compression, an oil burner conduit, an air conduit in connection therewith, fuel and air forcing devices driven by said engine, and

connections whereby a part of the'oil and air is supplied to said engine for operating the same.

8. In combination, a burner, fuel and air supply conduits therefor, means for drawing fuel and air therethrough, an internal combustion engine for operating said means, said conduits being arranged to conduct the fuel and air adjacent to said engine, whereby said engine is cooled and the air and oil is warmed prior to its delivery to said burner, and connections between said conduits and engine to enable the latter to operate from a part of the fuel and air fed through the former.

9. In combination, a burner, fuel and air supply conduits therefor, means for inducing flow of fuel and air in their respective conduits, an internal combustion engine for driving said means, and means for drawing measured quantities of fuel from said fuel conduit and supplying it to said engine for operating the same.

10. In combination, a burner, fuel and air supply conduits therefor, means for inducing flow of fuel and air in their respective conduits, an internal combustion engine for driving said means, and means for drawing measured quantities of fuel and air from said conduits and supplying said charges to said engine for operating the same.

11. In combination, a burner, fuel and air supply conduits therefor, means for inducing flow of fuel and air in their respective conduits, an internal combustion engine for charge of air from said air conduit and deliveringsuch charge adjacent to said engine to preheat the same,and means for subsequently mixing said charges and delivering them to said engine.

12. In combination, an internal combustion engine, an oil burner conduit, an air conduit in connection therewith, an air forcing device driven by said engine, connections whereby a part of the oil and air is supplied to said enginefor operating the same, and connections whereby the exhaust of the engine is so delivered and directed as to ignite the fuel emitted from said first named conduit.

13. In combination, an internal combustion engine, an oil burner conduit, an air conduit in connection therewith, an oil forcing device driven by said engine, connections whereby apart of the oil and air is supplied to said engine'for operating the same, and connections whereby the exhaust of the engine is so delivered and directed asto ignite the fuel emitted from said first named conduit.

14. In combination, an internal combustion engine, an oil burner conduit, an air conduit in connection therewith, connections whereby a part of theoil and air is supplied to said engine for operating the same, and connections whereby the exhaust of the engine is so delivered and directed as to ignite the fuel emittedfrom said first named conduit.

15. In combination, an internal combustion engine, an oil burner conduit, an air conduit in connection therewith, fuel and air forcing devices driven by said engine, and connections whereby a part of the oil and air is supplied to said engine for operating the same.

In testimony whereof I have afiixed my signature.

NORMAN IV. LYON. 

